SU1186536A1 - Device for controlling motor-car quarry electrified train with induction traction electric motors - Google Patents

Description

The invention relates to transport, in particular to devices for controlling a motor-car train with asynchronous traction motors, mainly career ones.

The purpose of the invention is to reduce the weight and size.

FIG. 1 shows the electrical circuit of the proposed device; in fig. 2 - career electric train equipped with the proposed control device, general view; in fig. 3Diagram of the longitudinal profile of the path and power consumption.

A device for controlling a motor-car train (Fig. 1) contains a voltage converter 1 connected to the contacts of switch 2 having windings 3 and 4 of its drive control, a traction motor 5 of the locomotive is connected to the contacts of switch 2. Current collectors 6.1 and 6.2 are connected to the contacts of switch 2, traction motors 7.1–7.3 of the train's motor carriages and the contacts of the main switch 8, which includes 9 and disconnects 10 windings and auxiliary contacts 11 and 12. The current collectors 6.1 and 6.2 are driven with a winding 13 of their lift . Contactors 14 with winding 15 and auxiliary contacts 16 and 17 are connected to traction motors 7.1-7.3, contacts of the main switch 8 and switch 2. The device contains a sensor 18 with contacts 18.1, a sensor 19 with contact 19.1, a sensor 20 with contact 20.1, a relay 21 control speeds with contact 21.1 and relay 22 of control of three-phase voltage with contact 22.1. The device contains a power source 23.

The career electric train (Fig. 2) consists of a locomotive 24 and motor wagons dump trucks 25. Locomotive 24 is equipped with a voltage converter 1, a switch 2, and current collectors. On the motor cars 25 are placed the contactors 14 and the response elements of the travel sensors 18-20.

The diagram (Fig. 3) shows the curve a of the longitudinal slope of the exit route and the curve 5 of the power consumption of the train. The dots denote: A - the beginning of the road in the bottom, B - the beginning of the three-phase traction network, C - the beginning of the exit section, D - the end of the exit section.

The device works as follows.

On the section of the AB track (Fig. 3), the power of the traction drive rises from a value sufficient to move the electric train along the tracks in the bottom to the amount required for its acceleration to subsynchronous speed of the traction engines 7.1–7.3 of motor dump trucks. Wherein

only the traction motors of the 5th locomotive of the train operate, which are powered by an adjustable converter 1. The latter receives electricity from a diesel generator (autonomous power supply source of the locomotive) or from a single-phase contact network mounted on the AB section (not shown). When the electric train passes over the track sensor 18 in the area BV, the counter element of the sensor mounted on the first one in the direction of travel in the dump truck, closing its contact 18.1, supplies power to the drive winding 13 with current collectors 6.1 and 6.2, causing a lift. When there is a three-phase voltage, it receives power from the three-phase voltage control relay 22 and closes its contact 22.1 in the circuit including the windings 9 of the main switch 8, which, when turned on, supplies voltage to the traction motor circuit of 7.1-7.3 motor dump cars, but the line contactors 14 have not yet connect traction motors to the chain.

When reaching the speed of the electric train, corresponding to the rotational speed of the traction motors, close to synchronous, the speed control relay 21 is activated and closes contact 21.1. When the dump truck passes over the track sensor 19, its response element closes its contact 19.1, completing the power supply circuit assembly of the winding 15 of the contactor 14, which connects the 7.3 engine first along the movement of the motorized truck dump truck to the three-phase circuit (the case of movement of the electric train by dump trucks forward is considered i.e. when the locomotive is at the end of the electric train). With the passage of the response elements of the traveling sensors of 19 subsequent dump trucks over the track sensor 19, the traction motors of these dump trucks are likewise connected by linear contactors 14 to a three-phase circuit.

After turning on the linear contactor 14 of the motor-car dump truck coupled to the locomotive, its auxiliary contact closes, through which power is supplied to the winding 3 of the switch 2 actuator. The latter transfers the traction motors 5 of the control locomotive to power from the three-phase contact network, disconnecting them from the converter 1 This completes the connection to the three-phase network of all asynchronous traction motors of an electric train.

As the train enters the stretch of track with a steering slope of up to 200%, the resistance to movement increases and by increasing the slip of the rotor to balance the resistance to movement, respectively, an increase in traction force and power of the traction motors automatically occurs.

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On the section of VG with a steering slope of up to 200%, the movement is carried out without controlling the power of the traction engines of an electric train, which is equal to the maximum value.

When the electric train reaches the surface weakly inclined ways, point G, when the first dump car goes over the track sensor 20, the contact 20.1 of its response element opens, the turn-on coil 4 of the contactor 14 loses power and it disconnects the traction motors 7. 3 the first car moves dump truck

With the passage of the response elements of the track sensor 19 installed on subsequent motor cars, dump trucks, above track sensor 20 opens their contacts 20.1 and the contactors 14 disconnect the traction motors of the corresponding dump truck.

When the contactor 14 of the wagon dump truck coupled to the locomotive is disconnected, its auxiliary contact 17 supplies power to the winding 4 of the actuator of switch 2, which transfers the power of the 7.1 locomotive traction motors from the three-phase contact network to the converter 1, and

auxiliary contact 12 opens the circuit breaking winding 10 of the main switch 8 which switches off and its auxiliary contact discontinuities 11 ₅ Vaeth winding supply circuit 13, the drive current collectors, current collectors are disconnected from the three-phase contact network.

Further, only the traction motors 5 of the locomotive, which are powered by converter 1, which receives electric energy ¹⁰ from a diesel generator or from a single-phase contact network, work.

The operation of the control device during the movement of an electric train in the opposite direction is carried out in a similar order, 5 but in reverse order, the only feature is that when the electric train is going down the trench, the traction motors operate in the generator

mode.

Thus, the power regulation. A quarry train with asynchronous traction motors of a locomotive and motor dump cars is provided without installing control gear for the engines of dump cars, thereby achieving a significant reduction in the electrical equipment of the career train.

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FIG. 2

Claims (1)

DEVICE FOR CONTROLLING ENGINE wagon Quarry EMU with AC traction motor comprising a voltage converter, mounted on the locomotive and included in the supply circuit of its traction motor via a switch, the main switch connected to the additional current collectors and contactors included in the chain traction motor cars, characterized so that, in order to reduce weight and dimensions, it is equipped with a three-phase voltage control relay, a control relay speed and contact track sensors, sensitive elements of which are installed along the track, one - at the beginning of the contact network, the other - at the beginning of the exit section, the third - at the end of the exit section, and their response elements on the rolling stock, the first - on the locomotive, the second and third - on each car and the contacts of the first of which are connected in series with one of the auxiliary contacts of the main switch to the power supply circuit of the windings of the current collector drive, the contacts of the second and third parts - in series with the contacts p hardly control the rate in the supply circuit of each respective contactor coil while the contacts of control relay phase conjugation _of HA are included in the power supply circuit included $ sistent with the main switch of the winding, the other auxiliary contacts are included in the power supply circuit breaking its winding and the winding and breaking the switch is connected to the power source through the corresponding auxiliary contacts of one of the contactors. δ and P86536 > 1 1186536